Angle cock



Nov. 8, 1927.

H. F. BICKEL ANGLE COCK Filed April 22, 1927 2 Sheets-Sheet l Nov. 8, 192% 1 648315 .H. F. BECKEL.

ANGLE COCK Filed April 22. 1927 2 sheets sheegrz;

v m V A Q firing/1T B c'clal Patented Nov. 8, 1927.

UNITED STATES EPA'ENT FFICE.

HENRY I. BICKEL, OF PLAINFIELD, NEW JERSEY, ASSJIIGNOB TO THE NEW YORK AIR BRAKE COMPANY, A CORPORATION OF NEW JERSEY.

ANGLE coon;

Application filed April 22, 1927. Serial No. 185,991.

This invention relates to air brakes and particularly to a special angle cock structure and related mechanism designed to preclude the occurrence of accidents such as have heretofore been caused by the accidental or inadvertent closing of an angle cock be tween the locomotlve and the tram or between cars of the train.

Various arrangements have heretofore been proposed to accomplish the same result One proposal involves the elimination of the angle cocks altogether, but this IS undesirable for. the reason that if cars are uncoupled the brake pipe is completely. displied to the motor. This pressure is derived from a secondary pressure pipe which parallels the brake pipe, and may conveniently be the signal pipe. from car to car by hose couplings and is similarly connected. to the, locomotive and is normally under pressure. The secondary pressure pipe is not equipped with. angle cocks, so that when cars are disconnected it is vented. If the angle cock is closed, as it normally would be at this time, the bypass valve will immediately close as the result of the venting of the secondary pressure pipe.

If the pressurexpipelis first disconnected followed by the closing of the angle cock and disconnection of the brake pipe, the by pass valve will close immediately upon closing of the angle cock. This last follows from This pipe is connected In a system of this character the maintenance of the secondary pressure pipe charged closed. This stop cock is characteristic of signal systems and is used to shut OK the supply of air to the signal line.

A preferred embodiment of the invention is illustrated in the accompanyingdrawings, in which I Fig. l is a diagrammatic layout of the brake pipe and signal line on the locomotive and the forward end of the connected vehi-,- cle in the train. i

Fig. 2 is a transverse section through the stop cock through which the signal line is fed, showing the cock in closed position with the warningport open.

Fig. 3 is a view similar to Fig. 2 showing the cock in opening position with the warning port closed.

Fig.4 is a vertical axial section of the improved angle coc'k showing this in open position with the lay-pass valve closed. Y

Fig. 5 is a View similar to Fig. tshowing the cock in close-d position with the bypass valve open. v

Referring lirstto Fig. 1, the main reservoir is shown at 11. This feeds air through a stop cock l2, strainer 13 and reducing valve 14 to a branch 15 of the signal line; 1 This is connected" to the signal pipe 16 through a stop cock of special form, indicated by the numeral 17 applied to its body. Pipe 15is connected directly to the signal valve 18 which controls the action of the signal whistle 19. All the parts except the valve 17 areof ordinary construction and related in the usual manner.

The structure of the valve 17 is shown in 2 and 8. The port 20 is connected directly to the branch 15 and thus receives air directly from the reducing valve. The port 21 is connected to the signal pipe 16.

The port 22 is an atmospheric port through which the signal line at times isvented. The

The effect is to vent the signal line and dis charge air through a warning port 23 to indicate to the engineer that the signal line' is cut 06'. Tn-the open position' ol theco'ck the warning port 23 is'blanked, and the ports form, so that in a coupledtrain the sections ot-thesignal pipe 16 may be connected-up to storm a continuous .siginal line throughout theatrain. 4 No angle cocks are =provided on the..signal.line,.but on the ends-0t each vehicle there are provided 'dunnny'couplings 29,-by-means of which the ends of the. hose atthe two ends'of the trainiinay be-closedand properly supported.

The brake pipe 30 is as usual made up or sections carried-by each vehicle in thet-rain tionofthe forward endnoi'? the locomotive, there 'lSPl'OVlClEtl an angle cock, indicated in Fig. 1 by the numeral 31 applied to its body,

At the forward end of the locomotive it is contemplated'that an ordinary stop cock, indicated by the numeral 32, Wlll be used,

but as will be apparent, after considerationot the specification, a special angle -cock 3l might be substituted for the cock 32 if desired. It is not ordinarily considered necessary.

The various sections oithebrake pipe 30 are connected throughout the trainiby: flew ible hose 33 interposed between the angle cocks of adjacentyehicles andconnected to-r gether by the usual separable-couplings At each end of each vehicle dummy couplings 35 are provided to closethe ends of the brake pipe and to support the flexible hose, butare used only atthe' ends o'f'the train.

The dummy couplings 29 and 35 above referred to are necessary elements of the sy.s-- tem, first because thesignal pipe hasno angle cocks, and second because the angle cocks 31 are by-passed, as will later be described,

under normal operatingconditions,so that" some other means must be provided to close the ends o'r'the brake pipe at the two ends of the train.

Turning now to Figs. 4 and 5, the structure'ot-the special angle cocks will be described in detail.

The body 31 of the cock is'provided with a tapped opening 36, which receives the end of the brake pipe 30, anda tappedopening 37, to which the hose section 33 is attached. Mounted inthe body 31 is a ported bushing 38 in which turns a plug 39 of the cock which has a through port 4-0; In one position of the cock this port establishes communication from the threaded opening 36 to the threaded "opening 37, and in aposition approximating"90- thereto the plug interrupts the aforesaid communication. The plug may be turned from one to the other of the above positions and latched in either position by a latching handle 11 of ordinary construction.

Formed in'the bushing 38 are two adjacent ports a2 and 13 which, in'the open position ofthe cock plug 39, are blanked by fills :plug (see Fig 4), and which, in the closed position of the cock plug 39 .(see Fig. 5)

are connected by recess 44; formed in the plug 39. Passage ioleads .to theport 4:2.

and terminates in a threaded recess 16 which 4L9 bolted to the lower portion thereof.

. Formed'in :the lower portion of the body 49 and extending {F0111 end to end thereof, andat each end of each vehicle, with the excep and closed by a cap 51 is a cylinder having'a cylinder bushing 52 in whichworksa piston sealed by a piston ring5 and also a cupleather455' The port-4:9 leads to the bearing; directly uponthe upper face or the p1ston53, engages a sealing gasket 61 mounted in a recess in the piston 53 and designed to I bushing 62 IDQUDtGd ln, thebody-49 at the upper end ot the cylinder.

seal against the lower rim of a Thespace above'the piston 53- is vented to atmosphere by port 63. The rod 56 carries at its upper end a piston valve having,

, r The piston 6 1'carrieson ltslower face a gasket 68 which three piston rings 65, 66, 67.

inv the lower position of the piston seals on a.-r11no1rtl1e: upper end of the bushingGfl through which the rod 56 slides. An equaliz in-gpo'rt 71 extends through the piston. The

piston works in a cylinder bushing 72 fixed in. an upward cylindrical extension 73 of the body 49. This extension enters a recess formed in the 'lowerportion of the body 3l and is closed andscaled at its upper end by: y a threaded plug 74.

I The plug 7% serves a spring seat for the spring75 which holds the tapered :cock plug 39in position and also for a spring. 6 which urges the valve 64 and piston 53 downward. The bushing 72 is formed with ports 77 and 78' which are not alined, but are so arranged that when the piston 64 is in its lowermost position the port 77 is between the piston rings 65 and 66 and the port 78 is between the piston rings 66 and 67. The port 7? communicates by passage 79 with the threaded opening 36 and the port 78 is connected by a passage 81 with threaded opening 37.

From the above description it will be observed that whenever the cock plug is closed (see Fig. 5) the space below the piston 53 is in direct communication with the signal pipe 16, so that if the signal pipe be under pressure, as is assumed to be the case in Fig. 5,

the piston 53 will be moved to its uppermost position so that the piston valve 64 clears the ports 77 and 78 and allows them to communicate with each other establishing a bypass around the cock plug by way of the passages 79 and 81 and the space within the cylinder bushing 72.

The operation of the device will now be readily understood. If a train is connected and the signal line is under pressure, it is practically immaterial whether the angle cock, indicated generally in Fig. 1 by the numeral 31, be open or closed, for it closed the pressure in the signal pipe acting on the piston 53 will open the bypass valve 64:.

Assuming it is desired to uncouple a locomotive from a train or divide a train, the engineer turns valve 1'? to vent the signal line. The angle cocks are then closed and the brake pipe hose disconnected.

The engineer of a train equipped with angle cocks of this improved type is assured that if the signal line is charged the brake pipe cannot be interrupted by the accidental closing of an angle cock. The warning port in stop cook 17 minimizes the chance of oversight as to the condition of the signal pipe.

In the above description specific reference has been made to the signal pipe, but obviously any pipe which parallels the brake pipe and which is normally charged while the train is in operation, will serve the purpose. Oonsequently, while the particular embodiment described is considered the best under present conditions, I recognize that the invention is not limited necessarily to the use of the signal pipe, provided some equivalent pressureconveying pipe be available.

What is claimed is,-

1. The combination with a fluid pressure brake system including a brake pipe and an angle cock controlling the brake pipe; of a secondary pressure pipe; and pressure actuated valve means connected with said secondary pipe and controlling a bypass around said angle cook, the arrangement be ing such that the bypass is closed unless said secondary pipe is under pressure.

2. The combination with a fluid pressure brake system including a brake pipe and an angle cock controlling the brake pipe; of a secondary pressure pipe; andpressure actuated valve means controlling a by-pass around said angle cock and subject to concurrent control by the pressure in said sec valve controlling a bypass around said cock; a pressure motor for actuating said valve; and connections establishing communication between said secondary pipe and motor through said supplemental ports.

at. The combination in a fluid pressure brake system of a brake pipe; an angle cock controlling the brake pipe, and having supplemental valve ports isolated from the brake pipe and arranged to move from nonregistering to registering relation when the cock moves from open to closed position, and vice versa; 11- secondary pressure pipe; a valve controlling a by-pass around said cock; an abutment operable by fluid pres-' sure to move said valve in an opening direction; means urging said valve closed; and connections controlled by said secondary ports and arranged when said ports register to admit pressure fluid from said secondary pipe against said abutment.

5. In an angle cook, the combination of a body formed with main air passages and a seat for the cock plug, there being auxiliary ports in said seat isolated from said air passages; a cock plug in said seat having a main air passage and auxiliary ports, so arranged that the auxiliary ports are out of register with those in the seat only when the main air passages of plug and seat are in communication with each other; a valve controlling a bypass between the air passages of said body around said cock plug; means urging said valve closed; a pressure-operable abutment for forcing said valve open; and connections controlled by said auxiliary ports for admitting pressure fluid against I said abutment.

6. In an angle cock, the combination of a body formed with main air passages and a seat for a cock plug; a tapered cock plug in said seat; a spring serving to urge said cock to its seat; a second body removably mounted on said cock body and serving as a seat for said spring; and a by-pass valve with connected pressure motor .mounted in said second body and controlling a by-pass around said cock plu In testimony whereof I have signed my name to this specification.

HENRY r. BICKEL. 

